Pneumatically-operated elevator signal system.



B. MEYER. PNEUMATIGALLY OPERATED ELEVATOR SIGNAL SYSTEM.

APPLICATION FILED MAR. 4, 1911.

Patented Aug. 13, 1912.

6 SHEETS-$113111 1.

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INVENTOH Barn eyMeyer COLUMBIA PLANOunAFn co., wAsmNa'roN. D. c.

B. MEYER.

PNEUMATIGALLY OPERATED ELEVATOR SIGNAL SYSTEM.

APPLICATION FILED MAR.4,1911.

1,035,802, Patented Aug. 13, 1912.

INVENTOR Barnqz Me yer COLUMBIA PLANOORAPH C0.. WASHINGTON. D.

B. MEYER. PNEUMATIGALLY OPERATED ELEVATOR SIGNAL SYSTEM.

APPLIOATiON IILED MAR.4, 1911.

Patented Aug. 13, 1912.

6 SHEETS-SHEET 4.

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COLUMBIA I'LANOURAPII 60.,WASMINOTON. D. c

B. MEYER. PNEUMATIGALLY OPERATED ELEVATOR SIGNAL SYSTEM. APPLICATION FILED MAE.4,1911.

1,035,802, Patented Aug. 13, 1912.

6 SHEETS-SHEET 6.

COLUMBIA vLANimR/u-u couwnsllmn'mN. u. c

B. MEYER. PNBUMATIOALLY OPERATED ELEVATOR SIGNAL SYSTEM.

' APPLICATION FILED MAR.4,1911.

1,035,802. Pa ented Aug. 13, 1912.

6 SHEETS-SHEET 8.

BARNEY MEYER, OF CHICAGO,

ILLINOIS, ASSIGNOR TO ELEVATOR SUPPLY 8c REPAIR COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

PNEUMATICALLY-OPERATED ELEVATOR SIGNAL SYSTEM.

Specification of Letters Patent.

Patented Aug. 13, 1912.

Application filed March 4, 1911. Serial No. 612,366.

To all whom it may concern Be it known that I, BARNEY MEYER, a citizen of the United States, residing at Chicage, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Pneumatically-Oper ated Elevator Signal Systems, of which the following is a specification.

This invention relates to a signal system adapted to indicate the approach of cars toward a given point, at which the observer may be standing, and relates particularly to such a system as used in conjunction with elevator systems of buildings. It is intended especially to provide a fluid operated and controlled signal system, and especially one which makes use of compressed air as the fluid.

It will be understood that in large buildings which are equipped with a number of elevators traveling up and down, that means should be provided,whereby a person standing on any floor may find out which car will first arrive at his floor traveling in the proper direction, so that he may locate himself adjacent to the shaft of such car. Furthermore, the system should be so arranged that indication will be given to the operator inside of the car so that he may stopthe car at the proper floor without running past. The indications should be given while the car is still a floor or two away from that floor on which the passenger is located, and the indicating devices should be restored to zero as soon as the car has departed from .the floor at which the indication was given.

It will be understood that there exists considerable friction or resistance to the movement of fluid, as for example compressed air, through a pipe, and this friction or resistance tends to retard the speed of action of devices which may be operated by said compressed air. Therefore, the size of such pipes should be ample and they should be as short as possible, or the amount of air which must pass through them should be small in order to secure quickness and certainty of operation of the necessary indicating devices. Furthermore, means should be provided for carrying a charge of compressed air in the car itself, as the same travels up and down so as to do away with the necessity of a moving connection, such as a hose, between the car and a stationary part of the elevator shaft. Furthermore, it

is evident that when my system is intended to be used, for example, on railroad lines, it would be very desirable to provide a reservoir in the car itself.

The following are the most im ortant objects of my present invention, a though as will subsequently appear, other objects are intended to be accomplished. The main objects then are to provide a signal system intended to be operated substantially in the manner herein described, by means of compressed fluid, such, for example, as air; to provide means, whereby the passenger may press a button or the like corresponding to the direction in which he desires to travel, and which pressing of a button will set in motion and readjust the mechanisms in such way that the first car or cars coming in the proper direction will give a signal in the proper position and manner, so that the passenger may know on which track, or in which shaft to expect the arrival of his car; to so arrange the mechanisms that, at the same time the passenger receives his signal, or at approximately such time, a signal will be given to an operator of the car, warning him that a passenger desires to enter one or two floors ahead; to so arrange all of these mechanisms that the signal need not be repeated after once being given, but so that the parts will maintain their proper relative positions until the car arrives at such a point that it will automatically enter the system and become a part thereof, thereby completing the necessary indications and throwing the signal device so that the passenger will know on which track or in which shaft his car is approaching; to so arrange the mechanisms that the signal will be given to that car which is approaching in the proper direction; to so arrange the mechanisms that when the car passes all of the operating devices will be restored to their normal position ready for the next primary impulse to be given by another passenger; to so arrange and relate the parts that a wastage of compressed fluid will not occur, even if the passenger continues to press theoperating button longer than necessary; to so arrange the parts that the amount of space to be filled by the compressed fluid each time the signal mechanism is actuated will be as small as possible, thus insuring the quickest and most accurate operation of the mechanisms, when they are about to give an indication to the passenger; to so arrange the mechanisms that the indicating device or devices will be restored to zero almost instantaneously after the car passes a given point; to provide means for carrying a supply of the compressed fluid continually in the car so that the same may be for a time independent of any external source of supply; to provide means for automatically replenishing the supply of compressed fluid in the car tank each time the same arrives at a given destination; to so arrange the mechanisms that they will. be least subject to the fluctuations in the pressure of the compressed fluid, but will, in general, always operate properly within wide limits of pressure; to provide a system, in which the number of shafts or tracks may be indefinitely multiplied without to any appreciable degree complicating the fluid connections; to provide a system, in which each new track or elevator shaft, which may be added to the system, may be cared for by merely duplicating the parts previously in use, and connecting new parts therewith in multiple, as it were, but to still maintain such a relation between the mechanisms that it is not necessary to add new push buttons or the like on each floor or at each station; to so arrange the mechanisms that, when desired, all of the floors may receive their supply of compressed fluid from a common source; and in other ways and manners to generally provide a pneumatic system for accomplishing all of the aforementioned and other results.

Other objects and uses will appear from a detailed description of the invention which consists in the features of construction and combination of parts hereinafter described and claimed. I

Referring now to the drawings, Figure 1 shows diagrammatic connections for four elevator shafts to give the up or down signals for a single floor; Fig. 2 shows a cross section through the push button valve mechanism for a single floor; Fig. 3 shows the connection from a single push button mechanism to the up and down supply pipes, said single push button mechanism being intended for use in conjunction with another such mechanism on the same floor, and means being provided for isolating each mechanism from the other as each mechanism is used, thus reducing the vol ume of pipe which must be filled with compressed air, and thus making a saving of compressed air, and insuring a quicker operation of mechanisms; Fig. 4 shows the 60 auxiliary operating mechanism and indicat ing device, all in their initial position, the operating lever of the approaching car being shown by dotted lines; Fig. 5 shows mechanism similar to Fig. 4 with the exception that the auxiliary mechanism has been thrown into operative position, so that the lever arm will be engaged by the lever on the car; Fig. 6 shows parts similar to Fig. 5, the car lever having engaged the operating lever and admitted a charge of air to the indicating device; Fig. 7 shows parts similar to Fig. 6, the car lever having passed on into a position where the air is discharged from the primary and auxiliary operating mechanisms, but where the air is still retained in the indicating device; Fig. 8 shows parts similar to Fig. 7, the car lever having engaged the discharge valve of the indicating device to release the air therefrom to restore the same to initial position; Fig. 9 shows a set of parts similar to those of Figs. t8 inclusive, except that they are intended for giving the down indication and are provided with another form of valve restoring mechanism; Fig. 10 shows the manner in which the up and down indicating devices are correlated; Fig. 11 shows a detail cross section through the sleeve taken on the line l1-1l of Fig. 10; Fig. 12 shows a cross section of the mechanism on the car and of the automatic charging valve for replenishing the supply of compressed air in the car tank, the car arm and the operating arm being shown by dotted lines; Fig. 13 is a detail of the stationary operating valve; Fig. 14 is a detail of the stop on same; Fig. 15 is a detail of the valve which controls exhaust from the floor signal; Fig. 16 is a detail taken on the line 1616 of Fig. 13 looking in the direction of the arrows; Fig. 17 is a detail of the car valve, and Fig. 18 shows a modified construction in which the spring for restoring the valve of the passengers signal device is separated from the fluid cylinder which actuates the signal device.

In order to expedite the description of my invention and the embodiment thereof, which is shown in the drawings, I shall hereafter make use of a number of expressions, each one of which will designate a general class of devices, but it will be understood that such expressions will in no wise limit my invention to the construction shown in the drawings, except as called for in the claims, and that these expressions are not terms of limitations in any sense. Wherever, therefore, I speak of the push buttons, it will be understood that I refer to the actuating buttons or the like, whereby the passenger gives the primary impulse to the system which, in the end, serves to give the signal to him and to the car operator. The term passengers inclicating device will be used for designating the indicating device which is placed at every floor, and which calls the attention of the passenger to the approach of his car. The term operators indicating device will refer to the indicator which is placed in the car, and which calls the attention of the car operator to the fact that a passenger wishes to enter at a station ahead.

In the embodiment of my invention, I provide a fluid actuated passengers signal device for each track or elevator shaft at each station, or on each floor. Each signal device may be of any suitable form adapted to be operated by compressed fluid. Such, for example, would be either visual or audible signals, or signals combining these two features. For each signal, I provide a control valve mechanism, having a suitable contact adapted to be engaged by a contact on the car as it passes. Under normal conditions, these valve contacts stand at an initial position where they will not be engaged by the car contacts so that as the cars pass back and forth, the signal control valves will not be opened. In combination with each signal'control valve and each contact, I provide means for throwing said contacts into an operative position where the car contacts will strike them. These means may include any suitable form of passengers button or valve, so that all of the signal control valve contacts one or two floors above or below the passengers button will be positioned. Thereafter, the stop on the first car which passes will engage the control valve contact of the corresponding signal, which control valve will then be opened and the signal actuated. The control valve itself may be suitably formed to exhaust the air from the signal device, when the car has passed a certain distance, or a separate valve may be provided for accomplishing this purpose. Thus the signals will be allowed to return to their initial position after the car has passed.

Each ear is provided with a fluid actuated operators signal device. In order to actuate the same, an air hose may be carried from a stationary portion of the shaft to the car, or each car may carry an individual storage tank, and suitable mechanisms may be provided for recharging the same whenever necessary. In combination with each operators signal device, I provide a control valve and a suitable contact for actuating the same. These valve contacts are suitably placed to engage the contacts on valves which control the passengers signal devices, so that as the two come together, the operators signal device will be actuated as well as the passengers signal device. Suitable stops may be provided in the elevator shafts for engaging the contact of a valve adapted to exhaust the air from the operators signal device after each floor or set of floors has been passed, so that the signal will be restored to initial position preparatory for the next actuation.

Referring now to the d'awings, Fig. 1 shows diagrammatically the relative ar- 'angement of the parts. In this case, a common supply pipe 18 serves to deliver compressed air or other lluid to the mechanisms on all of the floors, although only the mechanisms are shown which are essential to the operation of the passengers signal devices for four elevator shafts located on one floor. Also Fig. 1 shows the parts as related to each other, when two sets of push buttons are used, both located, however, on the same floor. Branch pipes 19 and 20 deliver compressed air from the common supply pipe 18 to push button mechanisms 21 and 22. The up buttons are designated by the numeral 23, and the down buttons by the numeral 2 1. Pipes 27 and 26 serve to carry air from the up buttons to a pipe 27, which extends one or two floors below, as desired, to a manifold pipe 28. In like manner pipes 29 and 30 serve to carry air from the down buttons to a pipe 31, extending one or two floors above to a manifold pipe 32. lVIanifestly, the mechanisms must be so arranged that when, for example, an up button is pressed, the signal will be given in that elevator shaft on which the first car will arrive. For purposes of simplicity and description, I will now confine myself to a description of those mechanisms only which are necessary for giving the up indication, for as will subsequently appear, the down mechanisms are of similar character. Connected to the manifold 28, is a control valve positioning de vice 33, corresponding to each elevator shaft. Valves 8-1 serve to control the admission of compressed air from the manifold 28 through connections 35 and 36 to the operating devices 37 of the passengers signals 38. Each of the valves 34 carries a contact 39, which, when thrown out into operative position, will he engaged by a suitable stop on the car. hen compressed air enters the manifold 28, each one of these contacts 39 will be thrown out into this operative position, and the contact of the first car which comes along, will strike the corresponding contact 39, thus completely opening the corresponding valve and operating the signal of that shaft. Each of the valves 34 is so constructed that, as the car passes by, it rotates said valve over far enough to exhaust the air from the pipe 35 and the manifold 28, thus allowing all of the positioning devices to return to their normal position. However, there is provided in each of the pipes 36 a check valve, so that the charge of air which passes up through the corresponding pipe into the signal 37, will be held in such pipe and the signal, until the car passes along to a point where its stop will engage an exhaust valve 4L0. Thereupon, the air will be exhausted from the pipe 36 and the signal, which latter will restore to initial position.

Referring now particularly to Figs. 2 and 3, I will describe the push button mechanisms, which control the admission of air to the pipe 27. Each of these push button mechanisms comprises a suitable casting 41, provided with an air passage 42, which receives compressed air from the pipe 19 or 20, as the case may be. I11 Fig. 2 the pipe 19 is illustrated. Push button valves 43 control the admission of air from the passage 42 to chambers 44 behind the small ends 45 of the differential pistons 46. Push buttons 47 control the valves 43, which are normally restored to closed position by means of springs 48. Openings 49 lead to the pipes 25 and 29 respectively. The small end of each difierential piston is provided with an annular recess 50, so that when the piston is forced out, air can pass directly from the chamber 42 into the opening 49 of the pipe 25 or 29, as the case maybe, depending upon which push button is pressed. lVhen the piston moves out, the annular channel 50 also places a passage 51 into communication with the chamber 42, so that compressed air may pass into the chamber 52 and act against the large end of the differential piston. A needle valve 53 serves to control the speed with which the compressed air will enter the chamber 52 to exert pressure on the large end of the piston. Evidently the instant one of the push buttons 47 is pressed to open the corresponding valve 43, the diflerential piston will move clear over and place the corresponding pipe 25 or 29 into communication with the chamber 42 to receive a charge of compressed air. The instant that this is done, the pressure starts to rise within the corresponding chamber 52, until it finally reaches a point where the differential piston will be forced back, and the corresponding opening 49 will be closed. By regulating the exact opening of the corresponding needle valve, the restoring speed of the differential piston can be controlled. As soon as the differential piston is completely restored, a small hole 54 will be opened to allow the air to gradually leak out from the chamber 52.

Referring now to Fig. 3, I will describe the preferred connection from each pair of push buttons to the corresponding up pipe 27 or down pipe 31. The pipes 25 and 26, which lead to the up pipe 27 enter a piston chamber 55 from opposite ends. The pipe 27 leads from said chamber at approximately its middle portion, so that the pipe 25 or 26 will be placed into communication with said'pipe 27, depending upon the position of a piston 56. For example, in the positions illustrated, compressed air has been admitted to the pipe 26, so that the piston has moved over to place said pipe into communication with the pipe 27, thus preventing an unnecessary leakage of air into the pipe 25. By means of this construction, the air is required to occupy a minimum volume of space, and, consequently, the quickest action of the various parts is secured with the least consumption of compressed air.

Referring now to Figs. 49 inclusive, I will describe the mechanisms which I have illustrated for insuring the actuation of the proper passengers indicating device corresponding to the shaft in which the next elevator will arrive. For purposes of convenience, I have shown in Figs. 48 inclusive, the same mechanism in its various positions, and it will be understood that such a mecha nism may be provided for each elevator shaft. Also the mechanism illustrated is that intended for use to give the up indication, it being understood that the down indications are given by similar mechanisms working in the other direction. The manifold 28 communicates directly with the cylinder 57 of What I term a control valve positioning device. As illustrated, the air pressure will act against the lower face of a detached piston 58, whose upward movement is limited by a stop 59. In the construction illustrated, the latter comprises the lower edge of a vertically adjustable cap 60. A three way valve 61 is suitably formed to take air from the pipe 85, and deliver it to the pipe 36 or to exhaust it to atmosphere through a port 62, according to the amount of rotation of the valve. A contact member 63 is secured to each valve, and rotates with the same. When this contact member stands in its initial position shown in Fig. 4, the contact member 64 on the car will pass by without in any way operating the valve. Each valve carries a pinion 65 in engagement with which is a rack 66, whose vertical position is first determined by the piston 58. When air is admitted beneath the piston, as when air is admitted into the manifold 28, the piston is forced up against the stop 59, and the contact member 63 rotates out into the operative position, shown in Fig. 5. The valve, however, does not yet open. Ata subsequent time, the contact 64 on the car arrives, and by engagement with the contact 63, continually rotates the same first into the position shown in F ig. 6, and finally into that shown in Fig. 7. WVhen the valve is thrown into the position of Fig. 6, air passes up through the pipe 35 and into the pipe 36, and thence up into a cylinder 67, where it presses against a piston 68. The latter is connected to a rack 69, which rotates a pinion 7 0 of a passengers indicating device 71. A spring 72 tends to restore the passengers indicating device to initial position. A check valve 73 serves to prevent a retroactive movement of compressed air from the passengers indicating device. As the elevator continues its upward movement, the contact indicating position. appear, the contact 64 is carried by a con- 64 serves to rotate the valve to the position shown in Fig. 7 where the compressed air is exhausted from the pipe 35, the manifold 28, cylinder 57, and pipe 27. However, the air is still maintained in the passengers signal device, so that the latter maintains the As will subsequently trol valve in the car, which valve is normally held in closed position by a spring. A restoring spring 74 serves to restore the three way valve to initial position and to lower the racks 66. As soon as the three way valve comes into the position shown in Fig. 7, in which position the air is exhausted from the several passages, the piston 58 drops to its initial position. Finally, rotation of the three way valve is prevented by a stop at which time the contact 6 1 on the car commences to rotate, as shown by the dotted lines in Fig. 7. Finally, the contact 641 disengages from the contact 63, allowing the latter and the rack to fall into the posi tion shown in Fig. 8. The exhaust valve 40 placed in each of the pipes 36 at a suitable distance above the three way valve 61. WVhen the car has risen sufficiently, its contact 6 1 engages the contact 75 of this exhaust valve, thus releasing the air from the passengers signal device, and allowing the latter to restore to initial. position.

A modified construction is shown in F 9, the modification consisting simply in substituting a spring 74 for the spring 7 1 of Figs. 4 to 8 inclusive.

Referring now to Figs. 10 and 11, I will describe briefly the preferred construction of the passengers signal itself, showing the manner in which the up and down signals are correlated. I provide a pair of separate indicating fingers, one for giving the up indication, and the other for the down indication. These are so related that when standing at normal, they are superimposed on each other. In Fig. 10, the cylinder for the up signal is designated by the numeral 67 and that for the down signal by 67 In like manner, the finger of the up signal is shown by the numeral. 71, and that for the down signal by the numeral 71. The finger 71 is carried by a shaft 76, on the end of which is the pinion 70, while the finger 71 is carried by a sleeve 77 rotatable on the shaft, and actuated by the pinion 7 0. Of course, the sleeve may be mounted on a wall 77, as shown in Fig. 10, so that only the fingers will be visible to the passenger.

In Figs. 13, 14, and 16, I show more in detail the form of the three way valve 61, which controls the admission of compressed fluid to the passengers signal device, and finally exhausts the fluid from the manifold 28 and communicated parts. The contact 63 is seen to comprise a lever arm, provided with a suitable contact surface, projecting outwardly therefrom. This lever arm is rigidly connected to the pinion 65 and to the plug of the valve. The body 7 8 of the valve is provided at its rear end with a notch 79, in which may rotate a stop 80 of the plug. This construction is well shown in Fig. 16, which is a section taken on the line 16--1(i of Fig. 13 in the direction of the arrows. Under normal conditions, the contact member 63 occupies the lower or full line position, and its maximum movement is indicated by the dotted lines. WVhen in the dotted line position, the stop 80 engages the upper side of the groove at which instant also the .air has been exhausted through the port 62. It will, of course, be understood that the spring 7 1: of the positioning device, tends to restore this control device to initial position.

In Fig. 15, I show a detail of the exhaust valve 41-0. It is nothing more or less than a three way valve, the initial position of which allows air to pass up into the passengers signal device, and the rotated position of which allows air to be exhausted from the passengers signal device through a port 81, at. the same time cutting off the supply of air from the pipe 36. A spring 82 tends to return the valve to initial position, so that the contact 61 of the car will engage a pin 83 on the contact arm 75.

Referring now to Fig. 12, I will describe somewhat in detail the mechanisms carried by the car, and those intended for insuring a replenishing of air in the car tank at the end of each trip. The floor of the car is designated by the numeral 84, and one side by the numeral 85. Compressed fluid is supplied through a pipe 86, in the present instance, from a storage tank 87, carried by the car itself. A valve 88, initially closed, controls the admission of the compressed fluid to an operators signal device through a connection 90, which includes a check valve 91. In the figure, the full line position designates the parts as they stand in their initial position. As has been heretofore suggested, the contact 64: which engages the contact 63 of the passengers control valve, may also be the lever arm of the valve 88, which controls the admission of fluid to the operators signal device. Such an arrangement is indicated in Fig. 12. The valve 88 is an ordinary straight line valve, but is provided with a spring 92, which tends to restore it to initial closed position, in which case the contact 641- occupies the full line position. This contact is preferably provided with a pin 93, adapted to engage the projecting finger of the contact 63 in a sliding manner. The spring 92 of the operators control valve is preferably of such stiffness as compared with the spring 82 of the passengers control valve, that when the contacts first come together, the passengers control valve will be thrown clear up and into the position shown in Fig. 7, before the operators control valve commences to open. This will insure giving a quick indication to the passenger who may then have a maximum amount of time in which to position himself in front of the proper shaft. The operators signal device illustrated, comprises a cylinder and piston 94, which piston acts through the medium of a stem 95, rack 96, and pinion 97, to operate the indicator 98. A spring 99 tends to restore the indicator to initial position. 'Evidently, after a charge of air has been sent into the operators signal device, the valve 88 will be closed, and thus pressure will be maintained onthe signal until said air is released. This being the case, I provide a suitable exhaust valve 100, the arm 101 of which will engage a stationary stop 102, located at a suitable position in the elevator shaft. As a general rule, the air should be released from the operators signal after the car passes each floor, so that the signal will be ready to receive an impulse corresponding to each floor, where a passenger has given the signal. However, the stops 102 can be spaced at any convenient point in the elevator shaft, it only being necessary that means be provided for releasing the air from the operators signal device. A spring 102 serves to bring the valve 100 to closed position after air has been released when the car is traveling up. Any suitable means may be provided for conveying the compressed fluid to the car for use particularly in the operators signal device. In the construction illustrated, I have provided means for carrying a charge of compressed air in the car at all times, thus doing away with the necessity of a movable hose. This comprises a small tank 87. I also provide a valve mechanism which will automatically recharge the car tank at the end of each trip. As illustrated in Fig. 12, this comprises a stationary valve mechanism 103, provided with a plunger valve 104 held in normal up or closed position, by means of a spring 105. A pipe 106 from the tank presses down against the valve at the end of each trip, thus opening the same, and allowing air to pass from a supply hose 107 into the tank. A check valve 108 prevents an escape of air from the tank. In order to insure a proper operation of the valve at the end of each trip, the parts must be flexibly mounted so as to compensate for slight irregularities in the elevation of the car. For this purpose, I mount the valve 103 and associated parts in a carriage 109 which may ride up and down a slight amount on rails 110. Springs 111 normally hold the car riage at its maximum upper position. The carriage is provided with aconical shaped receptacle 112, into which the car contact 113 may enter, the latter being provided with a gasket 114 for insuring an air tight connection between the parts.

I claim:

1. In a signal system, the combination of a fluid actuated passenger signal device, a valve for controlling the admission of compressed fluid to the same, a contact member on the valve, means whereby a passenger may operatively position said contact member in contacting position in advance of the arrival of a movable member, and a movable member adapted toengage the contact member when operatively positioned to throw the same to open the valve and admit compressed fluid to the signal device, substantially as described.

2. In a signal system, the combination of a fluid actuated passenger signal device, a valve for controlling the admission of compressed fluid to the same, a contacting member on the valve, pneumatic means whereby a passenger may operatively position said contacting member in contacting position in advance of the arrival of a movable member, and a movable member adaptedto engage the contacting member when operatively positioned to throw the same for opening the valve to admit compressed fluid to the signal device for actuating the same, substantially as described.

3. In a signal system, the combination of a fluid actuated passenger signal device, a valve for controlling the admission of compressed fluid to the same, means for restoring the signal device to initial position, a contacting member on the valve, an exhaust valve for permitting an exhaust of compressed fluid from the signal device, a contacting member on said valve, means for operatively positioning the first mentioned contacting member in advance of the arrival of a movable member, and a movable member for engaging said contacting member to open the valve and admit compressed fluid to the signal device for actuating the same, and the said movable member adapted to engage the contacting member of the eX- haust valve subsequent to the actuation of the signal device for permitting an exhaust of compressed fluid from the same, substantially as described.

4. In a signal system, the combination of a fluid actuated passenger signal device, a valve for controlling the admission of compressed fluid to the same, a contact member on said valve adapted when engaged to open the same, means whereby a passenger may operatively position said contact member in advance of the arrival of a movable -member, and a movable member adapted to engage said contact member when operatively positioned to open the valve and ad mit compressed fluid to the signal device for actuating the same, substantially as described.

5. In a signal system, the combination of a fluid actuated. passenger signal device, means tending to restore the same to initial position, a valve for controlling the admission of compressed fluid to the signal dcvice for throwing the same into indicating position, a contact member suitably connected to said valve, a second valve adapted when opened to permit an exhaust of compressed fluid from the signal device to permit the same to return to initial position, a contact member on said second valve, means for maintaining the same normally in posi tion to be engaged by a mo able member, and a movable member adapted to engage each of the aforementioned contact members, substantially as described.

6. In a signal system, the combination of a fluid actuated passenger signal device, means for tending to restore the same to initial position, a valve for controlling the admission of compressed fluid to said signal device, a contact member on said valve adapted when engaged to open the valve for admitting compressed fluid to the device, means for operatively positioning said contact member, a fluid actuated operators signal device, a valve for controlling the admission of compressed fluid to the same, and a contact member on the said valve suitably positioned to engage the contact member of the first mentioned valve to throw the same into open position for admitting compressed fluid to the passenger signal device and to open the valve of the operators signal device, substantially as described.

7. In a signal system, the combination of a fluid actuated passengers signal device, a valve for controlling the admission of compressed fluid to the same for actuatin the same, a contact member on said valve adapted when engaged to open the valve and admit compressed fluid to the passengers signal device for throwing the same into indicating position, means for operatively positioning said contact member, a car, a

fluid actuated o-perators signal in the car, a valve for controlling the admission thereto of compressed fluid :for actuating the same, and a contact member on said valve adapted when engaged to open the same and admit compressed fluid to the ope'ators signal, sald last mentioned contact member being suitably positioned to engage the contact member of the first mentioned valve when the same is in operative position, whereby both of said valves are opened and compressed fluid is admitted to both of said signal devices substantially as described.

8. In a signal system, the combination of a fluid actuated passengers signal device, a

valve for controlling the admission thereto of compressed fluid. for actuating the same, means normally tending to restore said valve to closed position, a contact member on said control valve adapted when engaged to open the valve and admit compressed fluid to the passengers signal device l'or throwing the same into indicating position, means tending to restore said passengcrs signal device to initial position, an exhaust valve interposed between said first mentioned valve and the signal device and adapted when opened to permit exhaust of fluid from the signal device, a contact member on said exhaust valve, means tending to restore said exhaust valve to closed position, means for operatively positioning the contact member of the control valve, a car, a fluid actuated operators signal device in the car, a valve for controlling the admission thereto o:t compressed fluid for actuating the same, a contact memher on said control valve adapted when engaged to open the same and admit compressed fluid to the operators signal device, means tending to restore said valve to closed position, an exhaust valve suitably connected to said operators signal device, a contact member on the same, and a stationary stop suitably positioned to engage the contact member of said valve fOPOPGlI- ing the same, the contact member of the control valve of the operators signal device, and the contact members of both valves of the passcngers signal device, being suitably related to or use said contact member of the valve of the operators signal device to engage successively the contact member of: ,the control valve for the passengers signal device and then the exhaust valve for said signal device, and the stationary stop being suitably positioned to engage the exhaust. valve of the operators signal device after said signal has been actuated, substantially as described.

9. In a signal system, the combination of a fluid actuated passengers signal device, means tending to restore the same to initial position, a valve adapted to control the admission ot' compressed fluid to the signal device for actuating the same, a contact member on said valve adapted when engaged to open the valve and admit compressed fluid to the signal device, a mov able member adapted to engage the contact member of the valve when the same is in operative position, and means for operatively positioning the contact member of the valve and comprising a fluid actuated piston, and means tending to restore the same to initial position, and means for admitting to said piston compressed fluid, substantially as described.

10. In a signal system, the combination of a fluid actuated passcngers signal dea vice, a valve for controlling the admission thereto of compressed fluid, a contact member on said valve, means for restoring said valve and contact member to initial position, a movable member adapted to engage the contact member when the same is thrown into operative position, means for throwing the valve contact member into operative position, and comprising a stem suitably connected to the valve, a pneumatic piston adapted to engage the stem, and a stop adapted to limit the movement of the piston, and means for controlling the admission to said piston of compressed fluid, and comprising a valve adapted to be operated by the passenger, and a suitable connection from said valve to the piston.

11. In a signal system, the combination of a fluid actuated passengers signal device, a valve for controlling the admission thereto of fluid under compression, and provided with a suitable exhaust port, a contact member on said control valve, and means tending to restore said valve and contact member to initial position, a movable member adapted to engage the valve contact member when the same is thrown into operative position, and means for operatively positioning said valve and contact member and comprising a stem suitably connected to the valve, a piston adapted to engage the stem, and a stop for limiting the movement of the piston, said control valve adapted to receive compressed fluid from a common source of fluid supply with that of the piston, and means for admitting to said common source of supply a charge of compressed fluid and including a passengers valve, the movable member being suitably formed with respect to said contact member to throw the valve into position first to admit a charge of compressed fluid to the passengers signal device, and then to discharge fluid from the piston and common source of fluid supply through the aforementioned exhaust port, substantially as described.

12. In a signal system, the combination of a fluid actuated passengers signal device, a valve for controlling the admission thereto of fluid under compression and provided with an exhaust port, a contact member on said control valve, means tending to restore said valve and contact member to initial position, a stop for limiting the movement of said valve and contact member when the valve has been thrown into position to open the exhaust port, a car, a fluid actuated operators signal in the car, a valve for controlling the admission thereto of compressed fluid for actuating the same, a contact memher on said valve suitably positioned to engage the contact member of the aforementioned passengers control valve, when the same is in operative position, means for operatively positioning said passengers con trol valve, means tending to restore said operators control valve to initial position, and a stop for limiting the opening movement of said valve, substantially as described.

13. In a signal system, the combination of a fluid actuated passengers signal device, a valve for controlling the admission thereto of fluid under compression, and pro vided with a suitable exhaust port, a contact member on said passengers control valve, means tending to restore. said valve and contact member to initial position, a contact for limiting the opening movement of said valve when the exhaust port has been opened, a car, a fluid actuated operators signal in the car, a valve for controlling the admission thereto of compressed fluid for actuating the same, means tending to restore said valve to initial position, and a contact member on said valve suitably positioned to engage the contact member of the passengers signal control valve when the same is in operative position, and means for operatively positioning said passengers control valve and contact member, substantially as described.

14. In a signal system, the combination of a fluid actuated passengers signal device, a valve for controlling the admission thereto of fluid under compression, and provided with a suitable exhaust port, a contact member on said control valve, and means tending to restore said valve and contact memher to initial position, an exhaust valve situated between said control valve and the passengers signal device, a contact member thereon adapted when engaged to open said valve, and means tending to restore said valve and contact member to initial closed position, a car, a fluid actuated operators signal in the car, a valve for controlling the admission thereto of compressed fluid for actuating the same, means tending to restore said valve to initial closed position, a contact member on said valve adapted when engaged to open the same and admit compressed fluid to the operators signal and suitably positioned to engage the passengers signal control valve when the same is in operative position and subsequently the exhaust valve of said passengers signal device, and means for operatively posltioning said passengers control valve, substantially as described.

15. In a signal system, the combination of a fluid actuated passengers signal device, a valve for controlling the admission thereto of fluid under compression, a contact member on said control valve, means tending to restore said valve and contact member to initial position, a stop for limiting the opening movement of said valve, a car, a fluid actuated operators signal in the car, a valve for controlling the admission thereto of compressed fluid for actuating the same, and

a contact member on said valve adapted when engaged to open the same and admit compressed fluid to the operators signal device, said operators signal control valve contact being suitably positioned to engage the contact of the control valve of the passengers signal when the same is in operative position, the restoring means of the passengers control valve and the restoring means of the operators control valve being so related that first the passengers control valve is actuated to bring the contact member thereof into engagement with the stop, and then the operators control valve, and means for operatively positioning the contact member of the passengers signal control valve, substantially as described.

16. In a signal system, the combination of a fluid actuated passengers signal device, a valve for controlling the admission thereto of fluid under compression, a contact member on said control valve, means tending to restore said valve and contact member to initial position, a movable member adapted to engage the valve contact member when the same is thrown into operative position, and means for operatively positioning said valve and contact member, and comprising a stem suitably connected to the valve, a piston adapted to engage the stem, and a stop for limiting the movement of the piston,

said control valve adapted to receive compressed fluid from a common source of fluid supply with that of the piston, and means for admitting to said common source of fluid supply a charge of compressed fluid and including a passengers valve located at a suitable position for operation by the .passenger, substantially as described.

17. In a signal system, the combination of a fluid actuated passengers signal device, a valve for controlling the admission thereto oi fluid under compression, and having an exhaust port in said valve suitably formed to be opened after the passengers signal device has been placed in communication with the source of fluid supply, to exhaust fluid from said source of fluid supply, a contact member on said control valve, and means tending to restore said valve and contact member to initial position, a movable member adapted to engage the valve contact member when the same is in operative position, and means for operatively positioning said valve and contact member and comprising a stem suitably connected to the valve, and a piston adapted to engage the stem, and a stop for limiting the movement of said piston, the control valve being adapted to receive compressed fluid from a common source of fluid supply with that of the piston, and means for initially admitting to said common source of fluid supply a charge of compressed fluid for raising the stem and the piston against the stop for operatively positioning the control valve, said means for admitting to said common source of fluid supply a charge of compressed fluid including a passengers valve, substantially as described.

BARNEY MEYER. l/Vitnesses:

EPHRAIM BANNING, THOMAS A. BANNING, Jr.

Copies of this patent may be obtained for five cents each,

by addressing the Commissioner 01' Patents,

Washington, D. C. 

